Evaporative emissions control for a vehicle

ABSTRACT

A fuel system comprising a fuel tank, a mixing volume configured to mix fuel vapor and air, the mixing volume comprising an outlet configured to be fluidly coupled to an engine, and a fuel vapor line configured to fluidly couple the fuel tank to the mixing volume.

BACKGROUND OF THE PRESENT DISCLOSURE

The present disclosure generally relates to a fuel system of a vehicle,and more particularly, to a fuel system comprising components configuredto reduce evaporative emissions.

All vehicles, including all-terrain vehicles (“ATVs”) and utilityvehicles (“UVs”), are required to meet specific emission standards underrules and regulation of federal and state governments. Over time,emission standards have been and are becoming more regulated in aneffort to reduce overall emissions emitted from all types of vehicles.

In some vehicles, fuel systems may be the primary source of evaporativeemissions of a vehicle. As a result, there is a need for an improvedfuel system to further reduce the evaporative emissions from a vehiclein order to meet ever-changing emission standards.

SUMMARY OF THE PRESENT DISCLOSURE

In one embodiment of the present disclosure, a fuel system comprises afuel tank, a mixing volume configured to mix fuel vapor and air, and afuel vapor line configured to fluidly couple the fuel tank to the mixingvolume, wherein the mixing volume comprises an outlet configured to befluidly coupled to an engine.

In one aspect of the fuel system, the mixing volume is fluidly coupledto at least one throttle body of the engine.

In a further aspect of the fuel system, the mixing volume is fluidlycoupled to the at least one throttle body upstream of an outlet of theat least one throttle body of the engine.

In another aspect of the fuel system, the fuel system is positionedwithin a utility vehicle comprising an open-air operator area generallysurrounded by an upper frame assembly extending to a position aboveseating positioned within the open-air operator area.

In another aspect of the fuel system, the fuel system further comprisesa purge valve positioned along the fuel vapor line between the fuel tankand the mixing volume, and the purge valve is configured to provide fuelvapor to the mixing volume.

In a further aspect of the fuel system, the purge valve is actuated atpredetermined, uniform time intervals.

In another aspect of the fuel system, the purge valve is actuated basedon at least one of an engine speed, an engine intake temperature, anengine load, a throttle position, a coolant temperature, a time periodat idle, a concentration of fuel vapor within the fuel vapor line, or anamount of fuel vapor purged at a time following ignition of the engine.

In a further aspect of the fuel system, the mixing volume is less thanapproximately 300 millimeters from the engine.

In another aspect of the fuel system, the mixing volume furthercomprises an inlet and a baffle, and the inlet is configured to receivethe fuel vapor and air and the baffle is positioned between the inletand the outlet.

In a further aspect of the fuel system, the inlet and the outlet arepositioned on a first side surface of the mixing volume, and the mixingvolume is configured to flow the mixed fuel vapor and air in an arcuateflow path between the inlet and the outlet.

In another aspect of the fuel system, the mixing volume is positionedvertically higher than a cylinder head of the engine.

In a further aspect of the fuel system, the mixing volume is laterallyspaced apart from the cylinder head of the engine.

In another embodiment of the present disclosure, a vehicle comprises aframe, a plurality of ground engaging members supporting the frame, apowertrain assembly operably coupled to the ground engaging members, anda fuel system fluidly coupled to the engine. The powertrain assembly ofthe vehicle comprises an engine having a first cylinder and a secondcylinder, and at least one throttle body fluidly coupled to the firstcylinder and the second cylinder. The fuel system of the vehiclecomprises a fuel tank, a first check valve operably coupled to the firstcylinder, a second check valve operably coupled to the second cylinder,and a fuel vapor line fluidly coupling the fuel tank to the first checkvalve and the second check valve.

In one aspect of the vehicle, the first and second check valves arepositioned within approximately 150 millimeters of the first and secondcylinders.

In another aspect of the vehicle, the fuel system further includes apurge valve and a mixing volume. The purge valve is positioneddownstream of the fuel tank and upstream of the mixing volume and themixing volume is positioned downstream of the fuel tank and the purgevalve and upstream of the first and second check valves.

In a further aspect of the vehicle, the first and second check valvesinhibit fluid communication between the first cylinder and the secondcylinder.

In another embodiment of the present disclosure, a vehicle comprises aframe, a plurality of ground engaging members supporting the frame, anoperator area including at least one seat supported by the frame, apowertrain assembly operably coupled to the ground engaging members, anda fuel system fluidly coupled to the engine. The powertrain assembly ofthe vehicle comprises an engine positioned generally rearward of the atleast one seat. The fuel system of the vehicle includes a fuel tankpositioned below the at least one seat, a mixing volume, and a purgevalve positioned along the fuel vapor line, and the mixing volume andthe purge valve are positioned rearward of the at least one seat.

In one aspect of the vehicle, the fuel system further includes anevaporation canister positioned under the fuel tank.

In another aspect of the vehicle, the at least one seat includes a firstseat and a second seat in side-by-side arrangement with the first seat,and the fuel system further includes an evaporation canister positionedunder the second seat and the fuel tank is positioned under the firstseat.

In a further aspect of the vehicle, the mixing volume is positionedvertically higher than an uppermost surface of the engine.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a left front perspective view of an embodiment of a vehicleof the present disclosure;

FIG. 2 shows a left side view of the vehicle of FIG. 1;

FIG. 3 shows left side view of an engine, a fuel system, a portion of aframe, and a seat of the vehicle of FIG. 1;

FIG. 4 shows a front view of the fuel system, the seat, and the portionof the frame of the vehicle in FIG. 3;

FIG. 5 shows a left front perspective view of the fuel system and theengine of FIG. 3;

FIG. 6 shows a left side view of the fuel system and the engine of FIG.3;

FIG. 7 shows a top perspective view of a portion of the engine and aportion of the fuel system of FIG. 3;

FIG. 8 shows a left rear perspective view of the fuel system of FIG. 3;

FIG. 9 shows a left front perspective view of another embodiment of avehicle of the present disclosure;

FIG. 10 shows a left side view of the vehicle of FIG. 9;

FIG. 11 shows a left side view of an engine, a fuel system, a portion ofa frame, and a first seat of the vehicle of FIG. 9;

FIG. 12 shows a front view of the first seat, a second seat, the portionof the frame, and the fuel system of the vehicle of FIG. 9;

FIG. 13 shows a left front perspective view of the fuel system and theengine of FIG. 11;

FIG. 14 shows a left side view of the fuel system and the engine of FIG.11;

FIG. 15 shows a top perspective view of a portion of the engine and aportion of the fuel system of FIG. 11;

FIG. 16 shows a left front perspective view of the fuel system of FIG.11;

FIG. 17 shows a right front perspective view of a canister and acanister bracket of the fuel system of FIG. 11 coupled to the portion ofthe frame of FIG. 11;

FIG. 18 shows a left side perspective view of a purge valve, a mixingvolume, a plurality of check valves, and a plurality of coupling linesof the fuel system of FIG. 11 coupled to the portion of the frame ofFIG. 11; and

FIG. 19 shows a rear view of the engine and the fuel system of FIG. 11.

DETAILED DESCRIPTION OF THE DRAWINGS

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as all-terrain vehicles, motorcycles,watercraft, snowmobiles, people movers, and golf carts.

With reference to FIGS. 1, 2, 9, and 10, a utility vehicle 20, 20′ isconfigured to be supported on a ground surface with frontground-engaging members, illustratively front wheels 24, and rearground-engaging members, illustratively rear wheels 26. Front and rearwheels 24, 26 are operably coupled to a brake assembly (not shown).Additionally, front and rear wheels 24, 26 are operably coupled to apowertrain assembly. The powertrain assembly may include an engine 28(FIGS. 3 and 11), a first throttle body 30, a second throttle body 32(FIGS. 7 and 15), a transmission, for example a continuously variabletransmission (“CVT”), a driveshaft, a front differential, and a reardifferential. The powertrain assembly draws air from an intake assembly,and is operably coupled to an exhaust assembly (not shown).

As shown in FIGS. 1, 2, 9, and 10, front wheels 24 support a front end34 of utility vehicle 20, 20′ which includes at least a hood 36, aplurality of outer body panels 38, and a front suspension assembly 40.Rear wheels 26 support a rear end 44 of utility vehicle 20, 20′, whichincludes at least the powertrain assembly, the intake assembly, theexhaust assembly, and a rear suspension assembly 46. In variousembodiments, vehicle 20, 20′ may also include at least one door 42positioned between front end 34 and rear end 44.

Front and rear wheels 24, 26 of utility vehicle 20, 20′ further supporta frame assembly 48. Illustratively, frame assembly 48, 48′ includes alower frame assembly 47, 47′ as well as an upper frame assembly 49, 49′.At least a portion of upper frame assembly 49 extends above an open-airoperator area 50. Operator area 50 is supported on frame assembly 48between front end 34 and rear end 44 and includes at least one seat 52for an operator. In various embodiments, operator area 50 includes asingle seat 52′ for an operator (FIG. 1). In other various embodiments,a plurality of seats 52″ are supported within the operator area 50 forthe operator and passengers (FIG. 9). In some embodiments, seats 52″ arearranged in a side-by-side configuration, as shown in FIGS. 9 and 12.Alternatively, seats 52″ may be integrally coupled together to define abench seat (not shown). Additionally, various embodiments of vehicle 20,20′ may include a cab assembly (not shown) to enclose at least a portionof operator area 50, for example a roof, a front windshield, a rearwindshield, half doors, and/or full doors.

Still referring to FIGS. 1, 2, 9, and 10, operator area 50 also includesa plurality of controls and accessories. For example, operator area 50includes steering controls, which may include a steering wheel 56 and anelectric power steering unit. Additional controls include throttlecontrols, such as an accelerator pedal, a brake pedal, and a shift lever(not shown).

With reference now to FIGS. 3-8, utility vehicle 20 further includes afuel system 60 fluidly coupled to engine 28 and generally supported byframe assembly 48. Fuel system 60 generally includes a fuel tank 62fluidly coupled to engine 28 by a fuel delivery line 63.

Fuel tank 62 includes a fill tube 64, a roll over valve 66, and a fuelpump 68, and is generally positioned below seat 52′ (FIG. 1). Fill tube64 of fuel tank 62 is configured to receive liquid fuel from a fueldelivery apparatus, and generally includes a cap 65 for containing bothliquid fuel and fuel vapor within fuel tank 62. Furthermore, fill tube64 is generally accessible from a side of vehicle 20. For instance, asshown in FIG. 2, fill tube 64 is positioned along the left side ofvehicle 20. Roll over valve 66 of fuel tank 62 is configured to allowventing of fuel vapors collecting within fuel tank 62, and preventliquid fuel from escaping fuel tank 62, specifically in the case ofvehicle 20 overturning. Accordingly, roll over valve 66 prevents liquidfuel from entering a fuel vapor line 70 configured to receive fuel vaporfrom fuel tank 62 through roll over valve 66. Fuel pump 68 of fuel tank62 is configured to deliver liquid fuel from fuel tank 62 to engine 28through fuel delivery line 63 based on the operating conditions ofvehicle 20, for example based on information received from the throttlecontrols.

Still referring to FIGS. 3-8, fuel system 60 further includes anevaporative emissions control assembly 72. Evaporative emissions controlassembly 72 includes fuel vapor line 70 fluidly coupling fuel tank 62 toengine 28, an evaporation canister 74 configured to receive and/or storefuel vapor received from fuel tank 62, a fresh air intake 76 coupled toevaporation canister 74 and configured to provide fresh ambient air formixing with the fuel vapor within evaporation canister 74, an air filter78 fluidly coupled to fresh air intake 76, a purge valve 80 positionedalong fuel vapor line 70 and configured to control the amount of fuelvapor delivered to engine 28 from fuel tank 62 and/or evaporationcanister 74, a mixing volume 82 configured to mix fuel vapor providedfrom fuel tank 62 and/or evaporation canister 74 with air, and at leastone check valve 84, 86 configured to control the flow of fuel vapor andair into throttle bodies 30, 32 which are fluidly coupled to thecylinders of engine 28 from fuel vapor line 70. Illustratively, throttlebody 30 is fluidly coupled to a first cylinder 31 of engine 28 through afirst intake port 27 and throttle body 32 is fluidly coupled to a secondcylinder 33 of engine 28 through a second intake port 29, as shown inFIG. 7. Each throttle body 30, 32 generally include a butterfly valve(not shown) which opens and closes based on a power input for engine 28.The movement of the butterfly valve determines the throttle positionbased on the degree the butterfly is opened or closed which increases ordecreases, respectively, a flow of air (and fuel vapor) to cylinders 31,33. In various embodiments, evaporative emissions control assembly 72may include a single throttle body fluidly coupled to a fuel vapor linethat is configured to be split and fluidly coupled to multiple intakeports and/or cylinders. Furthermore, in an alternative embodiment,throttle bodies 30, 32 (or the one throttle body) may be positionedupstream of an air volume configured for mixing fuel vapor with air.

Evaporative emissions control assembly 72 is configured such that fuelvapor from fuel tank 62 travels through roll over valve 66 and fuelvapor line 70 to evaporation canister 74. Evaporation canister 74adsorbs and stores the fuel vapors from tank 62 until purge valve 80 isopened allowing fuel vapors and air to travel through fuel vapor line 70and purge valve 80 and into mixing volume 82. Evaporation canister 74 isalso coupled to fresh air intake 76 through air intake line 77 such thatambient air is pulled into evaporation canister 74 through air filter78, positioned along air intake line 77, to mix with the fuel vaporswithin evaporation canister 74 when purge valve 80 is opened. Air intakeline 77 has a fitting 79 at an intake end coupled to a frame tube offrame assembly 48 to prevent spiders or debris from entering air intakeline 77.

Furthermore, as shown in FIGS. 3-8, evaporation canister 74 is generallypositioned in close proximity to fuel tank 62. For instance, as shown inFIG. 4, canister 74 may be positioned below fuel tank 62. In othervarious embodiments, evaporation canister 74 may be positioned forward,rearward, above, or to the side of evaporation canister 74. In addition,evaporation canister 74 is generally coupled to frame assembly 48 ofvehicle 20 using a bracket 88. Bracket 88 is coupled to frame tubesand/or a chassis bracket (not shown) of frame assembly 48, and generallyincludes a bottom bracket portion 87 configured to couple to frameassembly 48, and a cover portion 89 configured to support canister 74 onbottom bracket portion 87. In various embodiments, bracket 88 may alsoinclude a dampening material positioned between canister 74 and bottombracket portion 87 and/or cover portion 89. The dampening material isconfigured to absorb shock or loads experienced by bracket 88 to preventtransferring such shocks and loads to canister 74. The dampeningmaterial may include, for example, foam or rubber.

In various embodiments, evaporative emissions control assembly 72 mayinclude a plurality of canisters 74, with canisters 74 being coupled inseries. When canisters 74 are coupled in series, a first canisterincludes an intake port fluidly coupled to fuel tank 62 to receive fuelvapors, an outlet port fluidly coupled to engine 28, and a port fluidlycoupled to a second canister, and a second canister includes a fresh airintake port fluidly coupled to fresh air intake 76, and a port fluidlycoupled to the first canister. If more than two canisters are coupled inseries, an additional canister positioned between the first canister andthe second canister includes two ports, one coupled to each adjoiningcanister. In various embodiments, each canister in series may be thesame size, while in other various embodiments, at least one of thecanisters in series may be a different size from the other canisters.More particularly, canister 74 may be of varying sizes because the sizeof canister 74 correlates to available vapor space in the fuel tank ofthe vehicle such that larger fuel tanks may include larger canisters 74while smaller fuel tanks may be used with smaller canisters 74. Forsmaller canisters, the canister may be positioned closer to the engine,which enhances purge flow and allows for longer periods of time betweenpurges.

Purging of fuel vapors within canister 74 or fuel system 60 istraditionally done by pulling on a vacuum on a portion of fuel system 60to flow the fuel vapor in a particular direction. For example, engine 28may be configured to pull the fuel vapors and air within fuel system 60and/or evaporative emission control assembly 72 toward engine 28.However, purge valve 80 can be provided along fuel vapor line 70 tocontrol the rate of purging of the fuel vapors through fuel system 60more precisely. In other words, purge valve 80 can be on, off, or at anyposition in between, such that engine 28 and/or user of vehicle 20, 20′may control the rate of purge flow.

For instance, in various embodiments, purge valve 80 is configured toopen for a predetermined period of time and be closed for apredetermined period of time. In general, the predetermined open andclosed periods of time may be substantially uniform in length. Forinstance, in some embodiments, the open and closed periods of time areboth approximately 90 seconds. In other various embodiments, the openingand closing of purge valve 80 is controlled based on engine parameterssuch that the open and closed periods of time may be greater or lessthan 125 seconds and/or may vary with each other. For example, purgevalve open and closed times can be determined based on at least one ofengine intake air temperature (atmospheric), engine load, engine speed,throttle position, coolant temperature, time period at idle, amount ofpurge volume that has flowed since engine ignition, purge vaporconcentration within fuel vapor line 70, etc. In various embodiments,the time period at idle may be a period of time where the rpm of engine28 is in a certain range for a certain duration, i.e., below or atclutch engagement or below or at approximately 1800 rpm, or morespecifically, between 1100-1800 rpm, for an extended period of time.Furthermore, in general, the purge rate may slowly increase after engineignition for engine stability so the engine can learn the purging rate,frequency, vapor concentration before purging, etc. In one embodiment,the cycle of purge valve 80 is configured to align with the frequency ofthe intake strokes of engine 28 at different RPM values. In variousembodiments, the cycle time of purge valve 80 may be greater or lessthan 175 seconds, for example, in one embodiment, the cycle time ofpurge valve 80 may be approximately 50-125 second and may further byapproximately 90 seconds.

Referring to FIGS. 3-8, purge valve 80 of fuel system 60 is generallycoupled along fuel vapor line 70 between fuel tank 62 and mixing volume82 or engine 28 and may be positioned a predetermined distance fromengine 28 and/or mixing volume 82. In one embodiment, purge valve 80 maybe positioned less than 500 millimeters from mixing volume 82. In theembodiment shown in FIG. 6, purge valve 80 is approximately 200millimeters from mixing volume 82. In various embodiments, purge valve80 is positioned behind seat 52 and vertically higher than engine 28 ata position between a left side of engine 28 and a left side of frameassembly 48.

Still referring to FIGS. 3-8, mixing volume 82 can be provided alongfuel vapor line 70 to improve the mixture of the fuel vapors and airbeing pulled into engine 28 and can act to decouple the purge valvefrequency from the engine firing frequency. Mixing volume 82 generallycomprises an inlet 90 and at least one outlet 92 which are configured tobe fluidly coupled to the first and second cylinders 31, 33 throughintake ports 27, 29. Illustratively, mixing volume 82 includes twooutlets 92, which are fluidly coupled to intake ports 27, 29 throughthrottle bodies 30, 32 of engine 28. In various embodiments, mixingvolume 82 may be coupled to throttle bodies 30, 32 upstream ordownstream of the butterfly valve of throttle bodies 30, 32. Inaddition, in various embodiments, mixing volume 82 may further include abaffle 94 within an interior of mixing volume 82 to further improve themixing of the fuel vapors and air. Inlet 90 and outlet(s) 92 may bepositioned about two different sides of mixing volume 82, as shown inFIG. 7, or about the same side surface of mixing volume 82′, as shown inFIG. 14. When inlet 90 and outlets 92 are on the same side surface ofmixing volume 82′, inlet 90′ is positioned on one side of baffle 94 andoutlets 92′ are positioned on the other side of baffle 94 such that aflow path of mixed fuel vapor and air is arcuate between inlet 90′ andoutlet 92′ allowing for improved mixture of the fuel vapor and air andpreventing the outlet 92′ closer to inlet 90′ from receiving a majorityof the fuel vapor causing one of the cylinders to run poorly. Moreparticularly, the arcuate flow path defined by baffle 94 allows the airand fuel vapor to remain within mixing volume 82′ longer, therebyallowing for more mixing of the fuel vapor and air prior to expellingthe mixture of air and fuel volume into throttle bodies 30, 32.

Mixing volume 82 is generally positioned in close proximity to purgevalve 80 near engine 28. In addition, mixing volume 82 is generallypositioned upstream of an outlet of throttle bodies 30, 32. Mixingvolume 82 is generally positioned as close to intake ports 27, 29 ofengine 28 as possible to provide the best advantage to evaporativeemissions. For instance, the closer throttle bodies 30, 32 are to mixingvolume 82, the better the mixture of fuel vapors and air being deliveredto the cylinder of engine 28. Furthermore, mixing volume 82 is generallycoupled to engine 28 and fuel tank 62 or evaporation canister 74 throughfuel vapor line 70. In various embodiments, mixing volume 82 is fluidlycoupled to engine 28 through at least one throttle body 30, 32 coupledto each cylinder of engine 28. In addition, mixing volume 82 isgenerally positioned rearward of seat 52′. In various embodiments,mixing volume 82 is also positioned directly rearward of engine 28. Thedistance d₁, shown in FIG. 6, represents the distance between a forwardsurface of mixing volume 82 and a rearward surface of engine 28. Invarious embodiments, d₁ may be approximately 5-100 millimeters, and morespecifically 10-25 millimeters. In the embodiment shown in FIG. 6, d₁ isapproximately 22.50 millimeters. Furthermore, the distance d₂, shown inFIG. 6, represents the distance between mixing volume 82 and throttlebodies 30, 32 of engine 28. In various embodiments, d₂ may beapproximately 5-250 millimeters, and more specifically approximately5-140 millimeters. For instance, in the embodiment shown in FIG. 6, d₂is approximately 130.50 millimeters, while in the embodiment shown inFIG. 14, d₂ is approximately 10 millimeters. In various embodiments,mixing volume 82 may also be positioned vertically higher than acylinder head or an uppermost surface of engine 28. This positioning ofmixing volume 82 at a vertical distance greater than an upper portion ofengine 28 allows any fuel which has condensed to liquid fuel in mixingvolume 82 to naturally flow in a generally downward direction towardintake ports 27, 29 of engine 28. Additionally, baffle 94 also maypromote proper flow of any condensed fuel within mixing volume 82 bydirecting liquid fuel toward a particular area of mixing volume 82,which has the further benefit of decreasing the likelihood that theliquid fuel therein would block inlet or outlet 90, 92.

Check valves 84, 86 may be provided along fuel vapor line 70 toeliminate or inhibit cross talk or fluid communication between cylinders31, 33 of engine 28. Thus, when purge valve 80 is opened, and the vacuumof engine 28 is pulling fuel vapors and air through fuel vapor line 70of fuel system 60, each cylinder is only pulling from their respectiveline instead of drawing fuel and air toward or away from the othercylinders. In general, check valve 84, 86 are positioned within adistance d₃ of intake ports 27, 29 of engine 28. In one embodiment,distance d₃ may be less than 150 millimeters. More specifically, d₃ isgenerally between 25-75 millimeters. For instance, in the embodimentshown in FIG. 6, d₃ is approximately 33.50 millimeters, while in theembodiment shown in FIG. 14, d₃ is approximately 48 millimeters. Theproximity of check valves 84, 86 to intake ports 27, 29 allows theoperation of check valves 84, 86 to have less effect on the operation ofengine 28. Furthermore, at least a portion of check valves 84, 86generally overlaps, in a vertical direction, with at least a portion ofintake ports 27, 29 of engine 28 when viewed from above. Morespecifically, at least a portion of check valves 84, 86 are positionedwithin a vertical envelope of engine 28 because check valves 84, 86 areat least partially in the same location of intake ports 27, 29.

In operation, fuel system 60 of FIGS. 1-8 operates by providing fuelfrom fuel tank 62 to engine 28 via fuel delivery line 63. While fuel isin fuel tank 62, fuel vapor may be present, however, the emission offuel vapor from vehicle 20 may be regulated by emissions regulations. Assuch, it is necessary to contain the fuel vapor within fuel system 60according to these emissions regulations. Therefore, vehicle 20 includesevaporative emissions control assembly 72 to control emission of thefuel vapor from vehicle 20. More particularly, as fuel vapor is formed,the fuel vapor flows into evaporation canister 74 from valve 66 througha first portion 70 a of fuel vapor line 70. Evaporation canister 74 maybe configured to store the fuel vapor until a certain volume or otherquantity of hydrocarbons of fuel vapor has accumulated therein, until acertain engine condition has occurred, and/or until a predetermined timehas passed before releasing the fuel vapor therein. Alternatively,evaporation canister 74 may be configured to continuously receive andemit fuel vapor therefrom for a continuous flow of fuel vapor throughevaporation canister 74.

When a predetermined engine condition has occurred, time has passed, orquantity of fuel vapor has accumulated, purge valve 80 may cooperatewith air intake 76 and evaporation canister 74 to provide ambient air toevaporation canister 74 to mix with the fuel vapor therein and to drawthe mixture of air and fuel vapor from evaporation canister 74 towardmixing volume 82 through a second portion 70 b of fuel vapor line 70.Once at mixing volume 82, the air and fuel vapor continue to further mixtogether and then flow into throttle bodies 30, 32 through outlets 92.In this way, once the mixture of fuel vapor and air is provided tothrottle bodies 30, 32, this mixture enters the cylinders of engine 28and may be mixed with fuel from fuel delivery line 63 for combustiontherein. Therefore, fuel system 60 is configured to capture fuel vaportherein and provide the fuel vapor to engine 28 where it is consumedduring the combustion process rather than emitting the fuel vapor to theatmosphere.

An alternative embodiment of fuel system 60 is shown as fuel system 60′in FIGS. 11-19. Fuel system 60′ is fluidly coupled to engine 28 andgenerally supported by frame assembly 48′ similarly to fuel system 60.Fuel system 60′ also generally includes fuel tank 62′ fluidly coupled toengine 28 by fuel delivery line 63, and evaporative emissions controlassembly 72′. Evaporative emission control assembly 72′ generallyincludes fuel vapor line 70 fluidly coupling fuel tank 62′ to engine 28,evaporation canister 74 configured to receive and/or store fuel vaporreceived from fuel tank 62′, fresh air intake 76 coupled to evaporationcanister 74 and configured to provide fresh ambient air for mixing withthe fuel vapor within evaporation canister 74, air filter 78 fluidlycoupled to air intake line 77, purge valve 80 positioned along fuelvapor line 70 and configured to control the amount of fuel vapordelivered to engine 28 from fuel tank 62′ and/or evaporation canister74, mixing volume 82′ configured to mix fuel vapor provided from fueltank 62′ and/or evaporation canister 74 with air, and at least one checkvalve 84, 86 configured to control the flow of fuel vapor and air intothrottle bodies 30, 32 which are fluidly coupled to the cylinders ofengine 28 from fuel vapor line 70. Evaporative emission control assembly72′ is substantially similar to evaporative emission control assembly 72but for the positioning of the elements and an alternative embodiment ofmixing volume 82.

For instance, as shown in FIGS. 11-19, evaporation canister 74 is notpositioned below fuel tank 62′, but instead, is positioned to a side offuel tank 62′ and below one of two seats 52″. In addition, air filter 78is positioned between fuel tank 62′ and engine 28 and behind seat 52″rather than underneath seat 52′ and fuel tank 62, as shown in FIG. 6.Furthermore, mixing volume 82′ is laterally spaced apart from thecylinder head of engine 28 or positioned to a side of engine 28 ratherthan behind engine 28. More specifically, mixing volume 82′ ispositioned a distance, d₄ to the side of engine 28, as shown in FIG. 19.Generally, d₄ is less than 300 millimeters. For instance, d₄ of mixingvolume 82′, shown in FIG. 19, is approximately 226 millimeters.Additionally, mixing volume 82′ includes inlet 90′ and outlets 92′positioned on the same side surface of mixing volume 82′ and baffle 94positioned between inlet 90′ and outlets 92′ for directing the flow offuel vapors in an arcuate direction from inlet 90′ to outlets 92′. Inaddition, purge valve 80 is positioned behind engine 28 rather than tothe side of engine 28.

In various embodiments, at least one alignment member or assembly guidemay be used to provide guidance and assistance in the assembly of fuelsystem 60, 60′ to engine 28 and other components of vehicles 20, 20′.

In operation, fuel system 60′ of FIGS. 9-19 operates by providing fuelfrom fuel tank 62′ to engine 28 via fuel delivery line 63. While fuel isin fuel tank 62′, fuel vapor may be present, however, the emission offuel vapor from vehicle 20′ may be regulated by emissions regulations.As such, it is necessary to contain the fuel vapor within fuel system60′ according to these emissions regulations. Therefore, vehicle 20′includes evaporative emissions control assembly 72′ to control emissionof the fuel vapor from vehicle 20′. More particularly, as fuel vapor isformed, the fuel vapor flows through a first portion 70 a of fuel vaporline 70 into evaporation canister 74 from valve 66. Evaporation canister74 may be configured to store the fuel vapor until a certain volume orother quantity of hydrocarbons of fuel vapor has accumulated therein,until a certain engine condition has occurred, and/or until apredetermined time has passed before releasing the fuel vapor therein.Alternatively, evaporation canister 74 may be configured to continuouslyreceive and emit fuel vapor therefrom for a continuous flow of fuelvapor through evaporation canister 74.

When a predetermined engine condition has occurred, time has passed, orquantity of fuel vapor has accumulated, purge valve 80 may cooperatewith air intake 76 and evaporation canister 74 to provide ambient air toevaporation canister 74 to mix with the fuel vapor therein and to drawthe mixture of air and fuel vapor from evaporation canister 74 towardmixing volume 82′ through a second portion of fuel vapor line 70. Onceat mixing volume 82′, the air and fuel vapor continue to further mixtogether and then flow into throttle bodies 30, 32 through outlets 92′.In this way, once the mixture of fuel vapor and air is provided tothrottle bodies 30, 32, this mixture enters the cylinders of engine 28and may be mixed with fuel from fuel delivery line 63 for combustiontherein. Therefore, fuel system 60′ is configured to capture fuel vaportherein and provide the fuel vapor to engine 28 where it is consumedduring the combustion process rather than emitting the fuel vapor to theatmosphere.

Additional details of vehicle 2 and/or the powertrain assembly may bedisclosed in U.S. patent application Ser. No. 15/631,874; U.S. patentapplication Ser. No. 15/388,221; U.S. patent application Ser. No.15/388,436; U.S. patent application Ser. No. 15/388,106; and U.S. patentapplication Ser. No. 15/389,147, the complete disclosures of which areexpressly incorporated by reference herein.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractices in the art to which this invention pertains.

What is claimed is:
 1. A fuel system comprising: a fuel tank; a mixingvolume configured to mix fuel vapor and air, the mixing volumecomprising an inlet and an outlet, the outlet configured to be fluidlycoupled to an engine; at least one check valve positioned between theoutlet of the mixing volume and the engine; and a fuel vapor lineconfigured to fluidly couple the fuel tank to the inlet of the mixingvolume, the inlet and the outlet of the mixing volume being separate,and the mixing volume being configured to receive a mixture of air andfuel vapor from the fuel vapor line, wherein at least a portion of theair within the mixture is received through an air intake.
 2. The fuelsystem of claim 1, wherein the mixing volume is fluidly coupled to atleast one throttle body of the engine.
 3. The fuel system of claim 2,wherein the mixing volume is fluidly coupled to the at least onethrottle body upstream of an outlet of the at least one throttle body ofthe engine.
 4. The fuel system of claim 1, wherein the fuel system ispositioned within a utility vehicle comprising an open-air operator areagenerally surrounded by an upper frame assembly extending to a positionabove seating positioned within the open-air operator area.
 5. The fuelsystem of claim 1, further comprising a purge valve positioned along thefuel vapor line between the fuel tank and the mixing volume, the purgevalve being configured to provide fuel vapor to the mixing volume. 6.The fuel system of claim 5, wherein the purge valve is actuated atpredetermined, uniform time intervals.
 7. The fuel system of claim 5,wherein the purge valve is actuated based on at least one of an enginespeed, an engine intake temperature, an engine load, a throttleposition, a coolant temperature, a time period at idle, a concentrationof fuel vapor within the fuel vapor line, and an amount of fuel vaporpurged at a time following ignition of the engine.
 8. The fuel system ofclaim 5, wherein the mixing volume is less than approximately 300millimeters from the engine.
 9. The fuel system of claim 5, wherein thepurge valve is positioned upstream of the mixing volume.
 10. The fuelsystem of claim 1, wherein the mixing volume further comprises a baffle,the inlet being configured to receive the fuel vapor and air and thebaffle being positioned between the inlet and the outlet.
 11. The fuelsystem of claim 10, wherein the baffle is positioned within the mixingvolume.
 12. The fuel system of claim 1, wherein the inlet and the outletare positioned on a first side surface of the mixing volume, and themixing volume is configured to flow the mixed fuel vapor and air in anarcuate flow path between the inlet and the outlet.
 13. The fuel systemof claim 1, wherein the mixing volume is positioned vertically higherthan a cylinder head of the engine.
 14. The fuel system of claim 13,wherein the mixing volume is laterally spaced apart from the cylinderhead of the engine.
 15. The fuel system of claim 1, further including atleast one check valve positioned between the mixing volume and theengine.
 16. The fuel system of claim 1, further comprising anevaporation canister fluidly coupled between the fuel tank and themixing volume.